Engine control system for automotive vehicles



Allg- 25, 1953 J. w. MORSE ETAL ENGINE CONTROL SYSTEM EOE AUTOMOTIVE VEHICLES. Filed May 29, 1951 1 2 Sheets-Sheet l Ni/mvToR.

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Aug. 25, 1953 J, w. MRSE ETAL ENGINE CONTROL` sYsIEM FOR AUTOMOTIVE VEHICLES 2 Sheets-$heletA 2 Filed May 29, 1951 JEM w. ZENTOR Patented Aug. 25, 1953 ENGINE CONTROL SYSTEM FOR AUTOMOTIVE VEHICLES John W. Morse, Glastonbury, Selwyn P. Miles,

Wethersfield, and Richard A. Conn., assignors, b Titeflex, Inc., Newark,

Massachusetts Bell, Yalesville,

y mesne assignments, to

N. J., a corporation of Application May 29, 1951, Serial No. 228,946

8 Claims. l

This invention relates to an engine control system for automotive Vehicles and is a division of our co-pending parent application entitled A Speed and Engine Control System for Automotive Vehicles, Serial No. 219,816, filed April '7, 1951.

This application is-directed to that portion of the invention which has as its object the provision of means for automatically timing the idle running of the engine and shutting off the ignition thereof when the engine has run idle for a predetermined period of time.

A further object of this invention is the provision of an idle `control unit whose operation 1s initiated when the vehicle comes to a stop.

Further objects and advantages of this invention will be more clearly understood from the following description and the accompanying drawings in which:

Fig. 1 is a plan view of the engine control unit, in section on line I-I of Fig. 2, with the cover removed therefrom to illustrate the control switch in closed position.

Fig. 2 is a side view of said unit partly in central vertical section. y

Fig. 3 is a plan view of the unit with the cover removed illustrating the idle control mechanism.

Fig. 4 is a View similar to Fig. 1, but showing the control switch in one of its open positions.

Fig. 5 is a diagrammatic view illustrating the electrical circuit for the control unit.

Fig. 6 is a fragmentary plan view, similar to Fig. 4, illustrating the control switch in another of its open positions.

Fig. 7 is an enlarged fragmentary plan view illustrating the operation of the mechanism for the idle control unit.

Fig. 8 is a similar View, but showing the mechanism in a different position.

Fig. 9 is a sectional view on line 9-9 of Fig. '7.

Fig. 10 is a fragmentary plan View of a portion of the mechanism illustrating the-position thereof as the ignition circuit is cut off.

In the embodiment of the present invention as illustrated in the drawings, our improved system includes a speed responsive device, generally indicated at I2, which is preferably mounted upon the iire-wall of the vehicle and is driven by a flexible shaft I4 in the same manner as the conventional speedometer, and as fully described in the above mentioned parent application.

The electric circuit used in said system is preferably connected in series with the conventional ignition switch I5 which is usually mounted upon the instrument Apanel of the vehicle and includes a key operated lock mechanism. The said circuit may also include a manually operable reset switch I1 which is preferably located adjacent to the switch I5.

The speed responsive device I2 comprises a base 41 having a magnetic rotor 48 mounted thereon that is secured to a shaft 49 which is rotatably mounted in a bearing 50 and is driven by means of the flexible shaft I4. An inverted drag cup 5I, of non-ferrous material, is rotatably mounted in a bearing 52 upon a supporting plate 53 which is mounted upon posts 54 extending from the base 41. The said cup has an annular ange 55 which surrounds the rotor 48 and the said flange contains a ferrous band 56 which provides a low reluctance path for the flux lines eminating from the rotor 48 and passing from the non-ferrous cup. The current induced in the non-ferrous cup by the passage of these lines produces a torque proportionate to the speed of the rotor, which corresponds to the speed of the vehicle, and rotates the cup 5I.

The said cup 5I carries a post 51 which eX- tends through an opening 58 in the plate 53 and has secured thereto a light spring which is anchored to a stationary pin 65-a on the plate 53 and resists the rotation of the drag cup 5I. The said spring retains the mechanism in the position illustrated in Fig. 1 when the vehicle is stationary. The said cup, which is electrically grounded to the vehicle, also carries a switch post 6I) that extends upwardly through an opening 8| in the plate 53 and engages a double contact exible switch bar 62 which also contacts a switch post 63 that is mounted upon an insulating base 64 carried on the plate 53.

The timing mechanism for controlling the idling of the engine in accordance with the present invention is also contained within the unit I2. This mechanism is carried upon a supporting plate 11 which is mounted upon posts 18 that are threaded into the posts 54 as clearly illustrated in Fig. 2. The mechanism comprises a ratchet disc 19 which is rotatably mounted upon a stud that is secured to the plate 11 and has a series of ratchet teeth 8l around the periphery thereof. A V-shaped spring bar 82 is anchored upon an upright post 83, which extends from the plate 11, and has a pawl 84 at its free end which engages the teeth 8I and rotates the disc 19 in a manner to be hereinafter described. A spring bar 85 is anchored upon an upright post 86, which is also secured to the plate 11, and the said spring bar has a dog 81 at the free end thereof which engages the teeth 8l.

d A switch bar 88, which has a contact point 89, is carried on an insulating block 98 that is secured to the bar 85, and a cooperating switch bar 9|, which has a contact point 92, is carried on an insulating block 93 that is secured lto the bar 82.

The pawl 8@ is operated by means of a bimetal bar 91| that is anchored upon an uprightV post 95, which is bent upwardly from the plate 11, and the said bi-metallic bar has its'free Iend in engagement with the apex of the bar 82. vThe bi-metallic bar 9d is heated by means of Ian electric resistance element 98 which is controlled 'by an electric switch consisting of the switch lbars 88 and 9| as will be hereinafter more fully described. A plate 91 is provided over the ratchet disc 19, and the said plate is rotatable on the stud 88 independently of the said 'ratchet fdisc. This plate is normally urged in a counter-clockwise direction by means of a spring 98 that is anchored to the plate 1.1. The said plate 91 has `an operating nger 9.9 which extends therefrom land .is adapted to operate a normally closed stop switch |88 by engagement with the movablecontact bar I8| thereof `that is insulatedirom lthe plate 11. The said switch .|88 also .includes the stationary contact member |82 whichis grounded to the plate 1l. The operating finger 99 is adapted to engage a stop 4|83 which -projects from a plate |88 that is adjustably pivoted on rthe-stud 88 and is retained in adjusted position by a clamping screw |85. The plate '91 carries a magnetic coil |88 thereon. that is controlled by the switch `t2 througha relay |81 which operates an electric switch .|88 as will be hereinafter fully described.

The operation of the idling time control mechanism above described is as follows:

In order to complete the ignition circuit of the engine, which, as illustrated in Fig. 5, includes the spark coil |89, the distributor ||8 ,and the spark plugs indicated at and initiate the operation of the control mechanism, it `is necessary to close the switch t5 and also to .momentarily close the reset switch i1. The closing of said lreset switch will `cause energization of the holding relay |81 -to thereby close the switch '|588 which formsa part of said relay. It will be noted that once the relay has been energized, it will remain in that condition until the switch' |88 is opened by the finger 98. The closing of the said switch |88 willcomplete the circuit through the magnetic coil |88, the resistance element 95, the normally closed switch formed by the contacts 89 and 92 and the normally closed switch yt2, and thereby initiate the operation of the idling control. After the switch |88 has closed, the engine may be started in the normal manner.

Energization of the magnetic coil |86 will cause it to adhere to the ratchet disc 19 and thereby secure the plate 91 to said disc. Energization of the resistance 98, `through the switch which includes the contacts 89 and 92, will cause the said resistance to heat the bi-metal bar 94 which will then flex in the direction of the arrow |12. This will ilex the spring bar 82 and cause the pawl 84 to rotate the disc 19 in a clockwise direction. As the said disc is rotated for the distance of one of the teeth 8|, the dog 81 will escape over the tip of the tooth which it is engaging and drop down into the next tooth and thereby move the switch bar 88 kaway from the switch bar 9| and separate the contacts 89 and 92, as shown in Fig. 8, and open the switch. This will de-energize the resistance element 96 and cause' the bar 94 to cool and move in the opposite dreCtiOIl. and,

4 thereby permit reverse movement of the pawl 84. When the said pawl escapes over the tip of the tooth against which it is moving, it drops down toward the switch bar 88 and causes the vcontact 92 to move into engagement with the contact 89 as shown in Fig. 3. This will again energize the element 96, heat the bi-metallic bar 94 and cause operation of the pawl 84 to rotate the/disc 19 for the distance of another tooth. The successive opening and closing of the switch and the resulting heatingk and cooling of the bar Sli, :which yis `caused bythe energization and de-energizati'on 'of the .resistance 96, will cause the .disc '19 torotate ,step by step until the finger 99 on the p1a`t.e9;1, which has been secured to the disc 19 by the magnetic coil |86 throughout the :entire-movementof said disc, engages the movable contact bar I8| and separates said bar from the contact member |82 as shown in 10. This ,opens the normally closed stop switch |88 and breaks the electric circuit to the lrelay |81 and de-:energizes said relay. `The switch |88 will -then return to itsnormally open Vposition and break the 'circuit 'to 'the ignition system and thereby 'stop the engine. The -opening of the switch |88 .will de-energize the magnetic coil |88 to thereby release the plate 91 vfrom the disc '19 'and permit the spring '98 to return the plate 'toinormal position wherein Athe 1inger99 `is'returned to the'stop |83.

itt `is noted that "the Itime `period. providedby 'the rotation of the disc T9 for carrying the'iin'ger V99 into engagement with the switch bar 18| is preferably about three' minutes, lbut this may be varied as desirediby' the adjustmentof the plate '84 which'wi'll vary *the'distance between y*thestop |83 and Vswitch ibar.

It vwill valso be noted that'the control mechanism will operate even if the engine has `not been started* afterithereset switch "I1 has been closed since it is the ignition circuit which `is vcontrolled by the mechanism and not the starter circuit.

The operation above described 4for the idling control Amechanism occurs when the engine has been permitted to run idle -th'e yfull period of time A'for which Vrthe mechanism 'is adjusted. This will prevent yexcessive idle yrunning of the engine, such as when Vthe opera-ter of vthe 'vehicle leaves with the intention of returning promptly and thenl is detained. Tf theoperatorreturns before the expiration of the saidv time period and moves the vehicle forwardly, such movement of the vehicle Awill cause rotation oflthe vcup 5| by 'the rotor i8 and thereby move the switch-pest 188 `in fa direction away from v'the switch bladefBZ', Vas 'shown in Fig. 4, and thereby open -theelectric' circuit vand de-energize only the magnetic c'o'il |86 and the resistance 96. This will return the timing mechanism to its normal position, but permit the relay |81 'to remain energizedand'ma'intain '.the switch |88 closed so as f'to retain the :circuit through the ignition system closed "to permit the operation of the engine. It lwill be `Vnoted that movement of the vehicle at the yrate fo'fitwo-or three miles per hour is sufficient :to :move the .switch .post 68 and cause de-energ-ization of the' magnet, since .the rotation of the cup is opposed only by the very light spring 65.

It will be understoodfrom :the 'above description that the operation ofthe timing `mechanism will be initiated when theA ignition and reset switches I5 land '|1, respectively, sare closed and also when' the vehicle. comes to a 'stop while the engine is lstill running since this causes' the closing 0i the circuit by means of the contact between the switch post 60 and the bar 62 and thereby causes energization of the magnet lilla` and the resistance 96. However, the said timing mechanism will always start from the normal position since any elapsed time from the previous time period will be cancelled upon movement oi the vehicle, through the operation of the switch post B as above stated, and upon opening of the circuit by means of the ignition switch.

The return of the said timing mechanism to its normal condition and the cancellation of the elapsed .time will also be caused when the vehicle is moved in a rearward direction before the full predetermined time period has expired. This is caused by reason of the cup l being rotated in a reverse direction through the reverse rotation of the rotor 48 and the movement of the bar 62 by the post 60 which will cause said bar to disengage the normally closed contacts Sli-a, as shown in Fig. 6, and thereby break the circuit and return the timing mechanism to its normal condition in the same manner as when the vehicle is moved in a forward direction.

It will thus be seen that our invention provides a completely automatic idle control which is set into operation when the vehicle comes to a stop and is not actuated by the `accelerator linkage or other apparatus which is under the control of the operator as in the case of timing devices heretofore employed.

We claim:

1. A system for controlling the engine of an automotive vehicle including an electric circuit for the ignition of said engine, a relay for controlling said circuit, electrically operable timing means in said circuit, a reset switch for energizing the relay to close the circuit and thereby energize the ignition and the timing means, a switch operable by said timing means at the expiration of a predetermined period of time to dre-energize said relay and break the circuit and stop the engine and said timing means, and a separate switch responsive to movement of the vehicle for rendering said timing means inoperative independently of the ignition.

2. A system for controlling the engine of an automotive vehicle comprising an electric circuit including a manually operable switch for closing the circuit, electrially operable timing means in said circuit, a relay for controlling said circuit, a reset switch for energizing the relay to close the circuit and thereby energize the ignition and the timing means, a separate switch operable by said timing means at the expiration of a predetermined period oi time for de-energizing the relay to thereby break lthe circuit and stop the engine, a control switch in said circuit for controlling the timing means independently of the ignition and means for operating said control switch to energize said timing means upon the stopping of the vehicle while the engine is running.

3. A system for controlling the engine of an automotive vehicle comprising an electric circuit including a manually operable switch for closing the circuit, electrially operable timing means in said circuit, a relay for controlling said circuit, a reset switch for energizing the relay to close the circuit and thereby energize the ignition and the timing means, a separate switch operable by said timing means at the expiration of a predetermined period of time for de-energizing the relay to thereby break the circuit and stop the engine, a normally closed double switch in said circuit including two sets of contacts for controlling the timing means independently of the ignition, and means responsive to the movement of the vehicle for operating said double switch; the said means being operable to open one set of the contacts of said double switch upon forward movement of the vehicle and the other set of contacts upon rearward movement of the vehicle.

Li. A system for controlling the engine of an automotive vehicle including an electric circuit for energizing the ignition of said vehicle, a normally closed switch in said circuit, and an electrically operated timing device in said circuit for operating said switch to break the circuit and stop the engine at the expiration of a predetermined period of time; the said timing device including a ratchet disc, thermostatic means for rotating said ratchet disc, a heater connected to said circuit for heating said thermostatic means, a separate switch for controlling the energization of said heater, an operating member for opening said normally closed switch, and an electro-magnet in said circuit for attaching the said operating member to the ratchet disc to cause movement of said member with the disc; the said electro-magnet being de-energizable upon the breaking of the circuit to cause the operating member to return to normal position.

5. A control system for the engine of an automotive vehicle as set forth in claim 4 including an adjustable stop for selectively adjusting the normal position of the operating member to vary the length of the time period provided by the timing mechanism.

6. A system for controlling the engine of an automotive vehicle comprising an electric circuit for energizing the ignition of said engine, a normally closed switch in said circuit, and an electrically operated timing mechanism in said circuit ior controlling said switch; the said timing mechanism including a ratchet disc, a pawl for rotating said disc, a dog for preventing reverse movement of the disc, a thermostatic member for moving said pawl, a heater for actuating the thermostatic member, a switch for said heater controlled by the cooperation of said pawl and dog, an operating ringer for opening the said normally closed switch to break the circuit and thereby de-energize the ignition system at the expiration of a predetermined period of time, an electro-magnet for magnetically attaching the said finger to the disc to cause movement of the linger with the disc; the said magnet being deenergizable to detach the finger from the ratchet disc, and spring means for returning the operating finger into normal position upon being detached from the ratchet disc.

7. A control system as set forth in claim 6 and including a separate switch for controlling the timing mechanism, and means operable upon initial movement of the vehicle for operating said separate switch to thereby render the timing means inoperative and upon the stopping of the vehicle to render the said timing means operative.

8. A system for controlling the engine of an automotive vehicle comprising a primary electric circuit for energizing the ignition of said engine, a secondary circuit, a normally open and manually closeable reset switch for closing said primary and secondary circuits, a relay switch in said secondary circuit in parallel with the said reset switch, an electrically operated timing device in series with said relay switch, a separate electric switch operable by the said timing device at the expiration of a predetermined period of time to break the secondary circuit and thereby 'l 8 open the relay switch; `at control switch for inde- Number Name. Date pendent-,1y controlling the timing device, and l952,778 Wohl et al Mar. 22, 1910 means responsive to'movementof the vehicle for 1,442,311 v Watson Jan. 16, 1923 opening the said control switch. 1,442,312 Watson J an, 16, 1923 JOHN W. MORSE. 5 1,542,051 Gedney June 16, 1925 SELWYN P. MILES. 1,558,101 Leb Oct, 20, 1925 RICHARD A. BELL. 1,925,781 Taylor Sept. 5, 1933 2,580,080 Dewhfirst Dec. 25, 1951 References Cited in the le of this patent UNITED STATES PATENTS 10 Number Name Date 393,132 Wagner Nov. 29, 1888 

